educational focus: elevator controllers galaxy …t25 bpl t26 bp2 t27 ... educational focus:...

4 Educational Focus Compilation

EDUCATIONAL FOCUS: ELEVATOR CONTROLLERS

Here’s a look at some of the features of the GALaxycontroller.Car and Hatch Wiring

The car and hatch are wired back to the machine roomwith discrete wires. To make this chore simple, pullsheets are provided showing job-specific traveling cableand hoistway connections to individual terminals. For ex-ample, traveling cable #2, wire #1, is wired from the 7Cterminal in the machine room to the 7C terminal in thecar-operating panel. The mechanic no longer needs tocreate his own pull sheet.

The hall-call wiring diagram pull sheet shows thewires starting at the outer layer of the bundle at the topfloor and continues down as the bundle is unwrapped.Also, all machine room wires are connected to terminalblocks. A sample pull sheet is shown in Figure 1.

Leveling SystemThe leveling system for the GALaxy controller uses a

perforated steel tape, hung the length of the hoistway. Aset of magnets are placed on the tape at each floor. Thereis one eight-inch magnet used for the door zone and one-to-five smaller two-inch magnets used for binary positionpresets. A car-mounted selector is guided along the tapeby nylon guides. The controller uses the door zone mag-net to determine the elevator’s position at the floor. Atthe dead level position, the binary preset inputs are readin to verify that the car is at the correct floor.

The tape is installed by attaching it at the top of thehoistway, approximately 12 inches from the rail (seeFigure 2). The tape is then unreeled from the top of thecar while running down on inspection. At the bottom ofthe hoistway, it is attached with a spring to keep it taut.

51

52

53

54

55

A B C D E F G HC.O.P. TERMINAL JUNCTION

TO CAR TOP EQUIPMENTTRAVELINGCABLE #1

TRAVELINGCABLE #2

HATCHCABLE #1

HATCHCABLE #2

HATCHCABLE #3

HATCHCABLE #4

SE

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CTO

RD

OO

RO

PE

RA

TOR

INSP

ECTI

ON

STAT

ION

FAN

SAFETIES

EL

EC

TR

ICE

YE

LIG

HTS

C1 Ô S10C2 Ô GNOC3 ÔULC4 Ô DZXC5 Ô DLC6 Ô BPLC7 Ô BP2C8 Ô BP4C9 ÔBPBC10 Ô BP16CRRÔ XPCRWÔ -15VC11 Ô DPLC12 Ô DP2C13 Ô DCC14 Ô DOC15 Ô NUOC16 Ô LCC17 Ô DCLC18 Ô DOLC19 Ô CSC20 Ô GSIC21 Ô DPMC22 Ô JUC23 Ô JDC24 Ô SSC25 Ô CSSC26 Ô INSC27 Ô EBCC28 Ô EBC29 Ô L15C30 Ô L25C31 Ô EGC32 Ô FNLC33 Ô L25CPR Ô FNHC34 Ô CSSC35 Ô HSSC36 ÔC37 ÔC38 ÔC39 ÔC40 ÔC41 Ô LCC42 Ô SEC43 Ô EEC44 Ô EGC45 ÔC46 ÔC47 ÔC48 ÔC49 Ô

CBLK Ô LJGCWH Ô L25CGR Ô EG

T1 Ô S10T2 Ô LCT3 Ô SST4 Ô FS2T5 Ô FS2HT6 Ô FS2CT7 Ô DCBT8 Ô DOBT9 Ô INDT10 Ô FLT11 Ô FBT12 Ô NBT13 Ô CSTT14 Ô ACCT15 Ô IUT16 Ô IDT17 Ô INST18 Ô CSST19 Ô HSST20 ÔT21 Ô EET22 Ô ULT23 Ô DZXT24 Ô DLT25 Ô BPLT26 Ô BP2T27 Ô BP4T28 Ô BPBT29 Ô EPL6T30 Ô OPT31 Ô GNDT32 ÔT33 ÔT34 Ô GS1T35 Ô DOLT36 Ô DOLT37 Ô CST38 Ô DPNT39 Ô CE1T40 Ô CE2T41 Ô CE3T42 ÔT43 ÔT44 Ô 1CT45 Ô 2CT46 Ô 3CT47 Ô 4CT48 Ô 5CT49 Ô 6CTRR Ô XPTRV Ô –15VTBR Ô TELTBV Ô TELTBLK Ô L15TWH Ô L25TGR Ô EGTFR Ô

T2 – 1 Ô 7C T2 – 2 Ô 8CT2 – 3 Ô 9CT2 – 4 Ô 10CT2 – 5 Ô 11CT2 – 6 Ô 12CT2 – 7 Ô 13CT2 – 8 Ô 14CT2 – 9 Ô 15CT2 – 10 Ô 16C T2 – 11 Ô 17CT2 – 12 Ô 18CT2 – 13 Ô 19CT2 – 14 Ô 20CT2 – 15 Ô 21CT2 – 16 Ô CULT2 – 17 Ô CDL T2 – 18 Ô HBT2 – 19 Ô DP1T2 – 20 Ô DP2T2 – 21 Ô DCT2 – 22 Ô DOT2 – 23 Ô NUDT2 – 24 ÔT2 – 25 ÔT2 – 26 ÔT2 – 27 ÔT2 – 28 ÔT2 – 29 ÔT2 – 30 ÔT2 – 31 ÔT2 – 32 ÔT2 – 33 ÔT2 – 34 Ô

H1 ÔH2 ÔH3 ÔH4 Ô TAH5 Ô BAH6 Ô ACH7 ÔH8 ÔH9 ÔH10 ÔH11 Ô DTLH12 Ô UT1 H13 Ô DT H14 Ô UT H15 Ô DN H16 Ô UNH17 Ô SSH18 Ô GND H19 Ô LC H20 Ô RTL H21 Ô OLTH22 Ô DLMH23 Ô DLBH24 Ô CS H25 Ô HSS H26 Ô PS H27 Ô BFH28 Ô TFH29 Ô RPH30 Ô JCS

H2 – 1 Ô BU H2 – 2 Ô 9DH2 – 3 Ô 9UH2 – 4 Ô LDDH2 – 5 Ô LDU H2 – 6 Ô LLDH2– 7 Ô LLUH2 – 8 Ô L2DH2 – 9 Ô L2UH2 – 10 Ô L3D H2 – 11 Ô L3UH2 – 12 Ô L4DH2 – 13 Ô L4UH2 – 14 Ô L5DH2 – 15 Ô L5UH2 – 16 Ô L6DH2 – 17 Ô L6U H2 – 18 Ô L7DH2 – 19 Ô L7UH2 – 20 Ô L8DH2 – 21 Ô L8UH2 – 22 Ô L9DH2 – 23 Ô L9UH2 – 24 Ô BODH2 – 25 Ô BOUH2 – 26 Ô E1DH2 – 27 Ô BPH2 – 28 Ô FSH2 – 29 Ô HCH2 – 30 Ô GND

H3 – 1 ÔH3 – 2 ÔH3 – 3 ÔH3 – 4 ÔH3 – 5 ÔH3 – 6 ÔH3 – 7 ÔH3 – 8 ÔH3 – 9 ÔH3 – 10 ÔH3 – 11 ÔH3 – 12 ÔH3 – 13 Ô CE1H3 – 14 Ô CE2H3 – 15 Ô CE3H3 – 16 ÔH3 – 17 Ô 10H3 – 18 Ô 20H3 – 19 Ô 2UH3 – 20 Ô 3DH3 – 21 Ô 3UH3 – 22 Ô 4DH3 – 23 Ô 4UH3 – 24 Ô 5DH3 – 25 Ô 5UH3 – 26 Ô 6DH3 – 27 Ô 6UH3 – 28 Ô 7DH3 – 29 Ô 7UH3 – 30 Ô 8D

H4 – 1 ÔH4 – 2 ÔH4 – 3 ÔH4 – 4 ÔH4 – 5 ÔH4 – 6 ÔH4 – 7 ÔH4 – 8 ÔH4 – 9 ÔH3 – 10 ÔH4 – 11 ÔH4 – 12 ÔH4 – 13 ÔH4 – 14 ÔH4 – 15 ÔH4 – 16 ÔH4 – 17 ÔH4 – 18 ÔH4 – 19 ÔH4 – 20 ÔH4 – 21 ÔH4 – 22 ÔH4 – 23 ÔH4 – 24 ÔH4 – 25 ÔH4 – 26 ÔH4 – 27 ÔH4 – 28 ÔH4 – 29 ÔH4 – 30 Ô

KEY DESCRIPTION DATE ECM

DATE 6/25/2001RJCRJC

KEY1

SHEET 1F OF 4SGE D

PART NO.INCIDENT NO.

1C-05L569 SH1F

CAR CAR CAR CAR#1 #2 #1 #21U 1U

2U 2U 2D 2D

3D 3D

20U 20U

21D 21D

BP BP FS FS

GND GND HC HC

ALT ALT MES MES

HCC2 HCC

HWS HWS MRS MRS

COMNCABLETHRU

THRU

TOP FLOOR CAR MUST BE INPHASE

NULLNODEN CARCAR

#1 #2

J6 J6

MACHINE ROOM INTERCONNECTIONS

50 East 153rd Street Bronx, NY 10451G.A.L. MANUFACTURING CORP.

ELEVATOR DEVICES

G A L

GovernorCGS RP SS SAFE UP

DOWN

IU

ID RUMBUG

UN

CST

SS

FP DN

MES

ALT

BRAKE AS SHOWNON PAGE 1 AND 2 OF THE PRINTS

CONTROLLERSWITCHES

JMDI DOWNADI DOWN

STPI UPINSL DOWN

CDB BYPASSHDB BYPASS

CONNECT MOTOR AND

FOR CONSTRUCTIONRUNNING PLATFORM ONLY

DRAWN BYENGINEERSCALE

GALAXY ELEVATOR CONTROL INSTALLATION AND ADJUSTMENT

by Mark Duckworth, R&D Engineering, G.A.L. Manufacturing Corp.

Figure 1 – Pull Sheet

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Educational Focus Compilation 5


The selector is then mountedon the top of the car and isconnected to the tape by thenylon guides.

To install the floor mag-nets, the car is placed deadlevel at a floor. The tape isthen marked from a factory-made hole in the selector.The car is moved below thefloor, and a door-zone tem-plate, provided by G.A.L., isplaced at the level positionmark. The template hasmagnetic holders to keep it inplace while the door-zonemagnet and binary floor num-ber magnets are placed in the

appropriate locations on the tape. Once the magnets are gluedin place, the template is removed, and the car is brought to thenext floor. The door-zone template and the configuration forthe binary preset magnets are shown in Figure 3.

LCD User InterfaceAs with any microproces-

sor-based control system,there has to be a means toalter job-specific parameters.The GALaxy controller has anLCD User Interface that ismenu driven and is providedon every controller. There areonly 46 field-adjustable vari-ables for the car and groupcombined. Why so few? Thecar and group were pro-grammed to calculate andrecord necessary informa-tion whenever possible in-stead of using parameters.For example, the carrecords its own door and

flight times for every floor and uses these values to cal-culate its own estimated time of arrival (ETA). There areno parameters to adjust to get accurate ETA times for dis-patching. With this philosophy, there are simply fewer pa-rameters to adjust.

The LCD interface uses a two-line by 24-character dis-play and four buttons. This interface allows the user toadjust parameters, view critical controller information,implement the controller setup and view the elevator status.A picture of the display is shown in Figure 4.

The four input buttons used with the LCD interface areup, down, mode and enter. The up and down buttons areused to scroll up and down to each menu item. When anappropriate menu item is reached, the enter button is usedto select the item. Figure 5 shows the main display menu.

Some menu items, once selected, show a secondmenu. Again, the up and down buttons are used to scrollthrough the menu items, and the enter button is used toselect a particular item. The mode button is used to goback to the previous menu.

Figure 2 – Tape Mounting

SELECTOR TAPE

BINARYPOSITIONMAGNETBP1





FLOORMAGNET

Floor 8

Floor 7

Floor 6

Floor 5

Floor 4

Floor 3

Floor 2

Figure 3 – Magnet Template

Figure 4 – LCD User Interface

Figure 5 –LCD Menu

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When the menu item is for adjustable variables, theitem is selected with the enter button, and the variable ischanged with the up or down buttons. The mode button isused to move the cursor to the next digit. When the appro-priate value is reached, the enter button is used to completethe variable change operation and return to the currentmenu. Figure 6 depicts the adjustable variable menu.

Hoistway LearnWith the car running on inspection, and the door-zone

magnets in place, learning the hoistway is easily done.The installer selects the Hoistway Learn menu from theLCD display. The display will show step-by-step instruc-

tions to do the setup. Themenu items will change au-tomatically when the dis-play request is satisfied.(See Figure 7).

In general, the installerwill run the car down to thebuttom normal limit, andthen run the car up, withoutstopping, to the top normallimit. When the run to thetop is complete, the displaywill show “Hoistway Learned.”The car can then be placedon automatic.Speed Profile

The speed profile is gen-erated by the on-board cen-tral processing unit (CPU)and is sent to the drive via a16-bit digital-to-analog con-verter (DAC). The output ofthe DAC is a +/- 10 Volt signal.

The speed profile is adjusted from the LCD interfacethrough eight field-adjustable variables, pattern delay,soft-start jerk, acceleration rate, roll-over jerk, deceler-ation rate, deceleration jerk, floor target distance andleveling speed.

The pattern-delay variable delays the start of thespeed-profile pattern. This parameter is used to adjust thestart of the car just after lifting the brake. The soft-start jerkrate is the maximum jerk rate to roll into constant accelera-tion from a dead stop. The acceleration and decelerationrates are the constant rate to increase to top speed ordecrease to leveling speed, respectively. The roll-over jerkrate and the deceleration jerk rate adjust the roll into andout of constant velocity. These two parameters cause therounding at the top of the speed curve shown in Figure 8.The floor target distance is the distance to start levelingmode into the floor. Finally, the level-speed variable adjuststhe final leveling velocity. Typically, adjustment of the rideprofile is done with the mechanic changing parameterson the LCD interface while watching the movement of themachine sheave.

Terminal Limit SystemAt each terminal, the GALaxy controller has a backup

slowdown system to guarantee that the car slows downand stops at the terminal. As the car approaches the terminaland hits a slowdown limit switch, the switch activates ananalog clamp to the speed profile for that particular limit.The speed is clamped to a value that is adjusted by apotentiometer (POT). With the car running on automaticand having learned the hoistway, the adjustment of thesePOTs, one for each limit, is set as follows:1. The POTs are pre-adjusted not to clamp during initialsetup. (See Figue 9).2. The car is run to the top and bottom limits for severalruns starting from one floor away. The next run is fromtwo floors away, and this continues until the car reachestop speed.

FIELD

VAR.

28

LEVEL

SPEED

FIELD

VAR.

27

FLOOR

TARG.

DIST

FIELD

VAR.

26

DECELERATION

RATE

FIELD

VAR.

25

DECEL

JERK

RATE

FIELD

VAR.

36

ROLL

OVER

JERK

RATE

FIELD

VAR.

24

ACCELERATION

RATE

FIELD

VAR.

23

SOFT

START

JERK

RATE

FIELD

VAR.

38

PATTERN

DELAY

TIME

SP

EE

D

Figure 8 – Speed Profile

Figure 7 – Learn Hoistway Menu

Figure 6 – Adjustable Variables Menu

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Figure 9 – S-Curve Board with Terminal Limit Clamps

3. The car is then sent to the middle of the hoistway,placed on inspection, and then a jumper is placed on theUR input.4. The menu item on the LCD interface to set speed clamp#1 is selected and will show the speed in feet per minute

(fpm) at which speedclamp #1 should be set.The display will also showthe current setting ofspeed clamp #1 poten-tiometer, also in feet perminute. Figure 10 showsthe speed clamp menu forthe terminal limits. As withthe Hoistway Learn menu,the menu items changeautomatically when the dis-play requests are satisfied.5. As you turn the POT, thedisplay changes to showthe new speed setting.The POT is adjusted untilset to the required value.6. The remaining speedclamps are adjusted in thesame manner by selectingthe appropriate speedclamp menu item andthen setting the corre-sponding potentiometer.Our Goal

In short, the controllerwas kept straightforward

and simple, making it easy to install, adjust and main-tain. At G.A.L., our goal is to continue to look for waysto improve the GALaxy controller and to make the in-stallation and adjusting even easier.Photos by Jaime Ordonez of G.A.L. Manufacturing Corp.

Figure 10 – Set Terminal LimitClamp Menu

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Computers have become an essential part of oureveryday lives. They control everything from our cars toour wristwatches. It’s not surprising that they are alsobeing used to control elevator systems. Many elevatortechnicians allow themselves to be intimidated by eleva-tor control systems using microprocessors. It is commonfor many technicians to believe that a problem on thistype of equipment is beyond their ability to troubleshootand correct. This is not true. An intimate knowledge ofcomputers or other solid-state devices is not required toaccurately diagnose and correct a problem on this type ofequipment. The most important requirement is a goodworking knowledge of the basic devices that are com-mon to all elevator control systems.

The first elevator controllers to use microprocessorswere essentially relay-logic devices that utilized a micro-processor to turn on various relays. These relays then, inturn, performed the functions desired by the microprocessor.Typically, these controllers had a large number of relays.As microprocessors became smaller and more powerful,they were used to replace relay-logic circuitry. This allowedthe elevator control systems to be built with fewer mechanicalparts, making them smaller and more reliable. Modernelevator controllers typically have a small number of relays.Compare this to equipment from 30 or 40 years ago, wherethere were literally hundreds of relays in the machine room.

To be able to successfully troubleshoot a microprocessor-based control system, it is important to have a clear under-standing of some of the basic parts of the system that arecommon to all different models and manufacturers. First,in order for a microprocessor to operate correctly, it needs toknow what is happening within the elevator system. Todo this, various pieces of field equipment in the controlsystem are monitored by the microprocessor. The equip-ment is connected to the microprocessor by what arecommonly referred to as inputs.

The voltage from an input will generally need to bebuffered somehow. This is because the voltage the micro-processor uses is much lower than what would typicallybe connected to most elevator devices. This voltage buffer-ing can be accomplished in one of several ways. The twomost common methods are through the use of either resis-tors or opto-couplers. In the first method, resistors areplaced in line between the equipment and the input. Theresistors are sized so that the voltage on the microprocessorside of the resistor is low enough so it will not damagethe microprocessor.

In the second method, an opto-coupler is connected tothe field equipment. An opto-coupler is a solid-state devicethat takes a high voltage input from the field equipmentand fires an internal LED. This LED will, in turn, fire a photo-transistor, which conducts when the LED is illuminated.The output of the phototransistor is connected to the micro-processor. Since the microprocessor is connected only tothe phototransistor, the voltage seen by the microprocessoris low enough so no damage will occur to it. In this method,the only connection between the field equipment and themicroprocessor is optical, so it is difficult to cause damageto the microprocessor.

One common element in almost all control systems isan LED connected to each input. These LEDs are used fortroubleshooting purposes. They allow the elevator tech-nician to confirm there is voltage present at the input.

To make the elevator equipment perform differentfunctions, the microprocessor will turn on various out-puts. These outputs are configured to perform the specificfunction desired by the microprocessor. Outputs are typi-cally arranged to perform such functions as enable thedrive, release the brake, run the elevator up or down, orilluminate indicator lights. The outputs may be arrangedto drive relays, as they did on some early control systems.This arrangement is still commonly used when the outputis controlling a high current device, such as a brake orcontactor. Since the current required to energize the deviceis much greater than that which the output can safely with-stand, a pilot relay will be used. Like inputs, outputs commonlyhave LEDs connected to them for troubleshooting purposes.

To further aid the troubleshooting and adjusting processes,most control systems will have some type of a monitor ordisplay. This display allows the technician to access theparameters that control the operation of the microprocessor.The display also allows the technician to see the status ofthe system’s inputs and outputs. Monitoring these signalsis an important part of the troubleshooting process. If thecontrol system does not have a display, the inputs and out-puts will need to be monitored by observing the various LEDs.

Often, microprocessor-based control systems will havesome type of a fault log. This log may be accessible throughthe monitor or display, or it may be a series of LEDs thatdisplay a fault code. This fault log will allow the techni-cian to easily diagnose trouble with the control system.This fault log can be an important troubleshooting tool.Often it will allow the technician to accurately diagnoseproblems with very little effort.

TROUBLESHOOTING MICROPROCESSORBASED CONTROL SYSTEMS

by Ian MacMillan, manager of Engineering, O. Thompson Co.

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In order to better understand how a microprocessor-based control system operates, let’s examine a simplewiring diagram. Let’s assume that the control system weare looking at controls the inspection operation on anelevator. The microprocessor is constantly monitoringthe inputs to the system. Someone tries to run the elevatoron inspection operation in the up direction. When they dothis, the inspection up demand (IUP) input turns on. Themicroprocessor must first determine if it is safe to movethe car. It does this by first verifying that all the appropriatesafety devices are closed. The SAF input will not be on ifthe safety devices are open, and the demand to run thecar cannot be registered. Assuming the SAF input is on,the microprocessor then verifies that the gate switch anddoor locks are closed. The CG input monitors the gate switch.If it is on, the microprocessor then checks that the doorlocks are closed. It does this by verifying that the DG inputis on. Assuming all the appropriate inputs are on, the micro-processor will now attempt to move the elevator.

In order to move the car, the microprocessor needs toturn on several outputs. First, it will turn on a direction.Since the demand was to run the car in the up direction,the microprocessor will turn on the UP output. This willcause the U relay to pick, establishing a direction and clos-ing the M, or main contactor. Next the BK output is turnedon to release the brake. At the same time, the micro-processor will send a speed demand to the drive deviceto cause the car to run in the up direction.

If, at any time while the elevator is moving, a safety device,door lock or the gate switch opens, the car will immedi-ately stop. Note that the circuitry is arranged so that evenif there is a malfunction of the microprocessor and it attemptsto move the elevator, it cannot move unless all of thesafety devices are closed. This gives an added margin ofsafety to the control system.

Now that the elevator is moving in the up direction oninspection operation, let’s assume that the person oper-ating it wants to stop. When the button is released, theIUP input turns off. The microprocessor will immediatelyset the speed demand to zero and turn off the BK output.After a brief amount of time, the UP and BK outputs willturn off. This short amount of time will allow power fromthe drive device to remain connected to the hoist motorlong enough to allow the brake to set. This ensures thatthe elevator car does not jump or bounce when it stops.

Now that we have an understanding of this basic controlsystem, it would be a relatively easy matter to troubleshoota problem with it. Let’s assume that when the button ispressed to run the elevator car up, nothing happens.Where should we start the troubleshooting process? Thebest place would be at the very beginning of the diagram.The first thing to check is that all of the safety devices areclosed. The SAF input should be turned on. If not, there isan open device or the input may be bad. Next, is the Grelay energized? If so, is the CG input on? What about theDG relay? Is it energized, and is the DG input turned on?Finally, what about the IUP input? When the button ispressed does it turn on? If all of these devices are operat-ing properly, then we’ll need to examine the next circuitin the control system.

We have determined that the safety devices are closed,and the associated relays and inputs are operating properly,so we must now examine the run circuit in the controlsystem. First, when the button is pressed, does the micro-processor attempt to run the elevator? As you will recall,the microprocessor does this by first turning on the UPoutput, and shortly after, turning on the BK output. You cancheck to make sure this is occurring by monitoring eitherthe LEDs or the video display. Assuming the micro-processor is turning on the outputs, the next item tocheck would be the relays. Is the U relay turning on whenthe microprocessor turns on the UP output? Assumingthat it is not, check to see if there is voltage from the Gand DG contacts. You can do this by placing your multi-meter from terminal UL1 to COM. Next, it is necessary toconfirm that the up limit is closed by checking the voltagefrom terminal UL2 to COM. If there is voltage present, theUP output or the U relay may be the problem. Check thevoltage to the U coil at terminals 14 and 13 on the relay.If voltage is present, then we have confirmed that the outputis operating properly, so the problem must be the relay.

As you can see from this example, when troubleshootingmicroprocessor-based control systems, the most importantthing to remember is that these systems require the samedevices to operate as traditional relay-based control systems.Don’t allow yourself to be intimidated by the solid-stateequipment. These types of control systems are often easierto work on than other types of systems. c

SAF

CG

COM

SF2

SAFETY DEVICES

SF1

PWR

GATE

G1 G2G

14 13

DGDOORLOCKS

L1 L2DG

14 13

G

12 8

U

12 8

UL1 UL2

UPLIMIT

U14 13

M14 13

D

12 8

M BK

12 8BK

14 13

D14 13

G

AUTO

AUTOAUTO

UP

9 5

DG

5 9

UP

DL1 DL2

DOWNLIMIT DWN

DN

INSPECTSWITCH

INS INSP

INSP

INSP

IUP

IUP

IDN

IDN

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Not so many years ago, the adjustment of elevators fora swift, smooth, accurate trip consisted of altering resistanceand capacitance, in various forms, directly by hand andthe positioning of vanes, pie plates or cams. A variety ofelectromechanical marvels were dreamed up over the previouscentury by talented engineers along with the manualsand technical updates to maintain them and describe theiridiosyncrasies. Many of them performed their duties wellif they had their parts cleaned, lubricated and replacedappropriately. But the electromechanical group controlsystems, which usually relied upon analogue comparisonsand timers to determine the dispatching sequence, andbecame ever larger and more complex as the dispatchingphilosophies developed, often ran inefficiently due to contactwear or contamination. Once the building was occupied,it was almost impossible to restore the system. In fact, it wasalmost impossible to tell if it was operating correctly. Halllanterns with inexplicable operations and mysterious arrivals,and the lack of car arrivals was rather common. A fairlytypical sight was disconnected wires or some clockworkmechanism in the group controller long since disabled.

It is all becoming just history. Although the first solid-state controls merely emulated the relay predecessors,the advent of microprocessor and computerized systemsallowed complex calculations and advanced communicationsto revolutionize elevator control. Computerized ElevatorControl Corp. (CEC) was among the very first to embracethis potential.

Modularity and programmability (hence versatility) arecharacteristics of the CEC system for controlling elevators,both the car and the group. The philosophy is to have reli-able modules each performing its own task, receiving instruc-tions from the car controller and returning information toit. The cars constantly communicate with each other overa high-speed digital datalink. Distributed dispatching providesseamless service to the customer. In the event of onecontrol system being removed from service, another carsimply assumes this task if the existing group control caris powered down or otherwise removed from automatic groupoperation. Digital communication between controllers, tothe drives, the car and ancillary hall devices not only reducesthe number of wires required (and consequently cost),but also permits real-time transfer of information to andfrom these devices. The interrogation and these “packets”to and from the car controller can be interpreted and dis-played graphically on a computer even a standard “laptop,”

connected to the Human Interface port of any car, followingthe installation of Swift-Wizard software on the computer.

Each controller contains its unique car control soft-ware, its configuration and parameter data and the groupcontrol software. The configuration data for a car is infor-mation that is relatively fixed and not adjustable forchanges in operation, such as the rated car speed and thenumber of front and rear entrances served. The car con-trol software, group control software and configurationdata can be easily replaced in the controller by uploadinga coded file into the non-volatile Flash EEPROM con-troller memory using a computer connected to the HumanInterface port and Swift-Wizard software. Updated filescan be created and provided by CEC Technical Support,within minutes, and e-mailed directly to the site.

The parameter data for a car are values that the mechanicmight need to adjust at initial installation, and possiblyfrom time to time, such as the acceleration or roll-rateand the door dwell times and can also be done throughthe installation of the Swift-Wizard on a laptop computer.The laptop serial port is connected to the controllerHuman Interface port of the car controller to be adjustedusing a standard cable.

Swift-Wizard uses the “point and click” Graphical UserInterface method to allow viewing and adjustment of themost commonly altered parameters, avoiding the need fortyping and for remembering mnemonics. The first Wizardscreen appears before it begins talking to the controllerand shows a selection of choices to run the Wizard online,run the Wizard offline (do not connect to the controller,

ADJUSTING COMPUTERIZED ELEVATOR SYSTEMS

by Barry Finch and Rob Isabelle, CEC

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as explained later), upload new software or configurationdata or show a Terminal screen (this is to communicatewith the controller in a plain way without the GraphicalUser Interface, in which some extra commands are avail-able). There is also a Help button, a Setup button to makechoices such as selecting another serial port or choosingnon-standard file locations and an Exit button.

The usual selection is to run the Wizard online in order toview the adjustment parameters grouped by function type,to change them if required and possibly to examine theDiagnostic screen of current operation. After clicking thisbutton, the Wizard requires the password (previously assignedby the maintenance company), unless this is a continua-tion of a Wizard session in which a password was alreadyprovided. The Swift-Wizard then communicates with thecontroller and obtains the configuration of the group andthe car and the current adjustable parameter settings.From this main screen, it is possible to view group opera-tion, see information about devices present on the systemand their software versions (since multiple programmablemodules are used), change communication ports or diskfile paths or view parameters of the connected car with theCar Main screen.

The parameters are shown on seven screens, groupedby functionality, selected from the Car Main screen. Theseare the Load Weighing, Services, General, Brake, Motion,Door Timing and Limits screens. Three other screens of adifferent type are also available. The Drive screen is avail-able when the car configuration indicates a Magnetekdrive. The Parameters screen loads, stores and views files ofparameter data. The Diagnostic screen continuouslyshows the current status of any selected car in the groupin practically every detail.

Consider the Brake screen for example. If it is selectedby clicking its button, the adjustable voltage and timeparameters are displayed. This screen includes a color-coded graph of brake voltages as chosen at the variouspoints of the trip and during any relevelling. If the pa-rameters are changed, the graph will adjust accordinglyto give a visual representation. For example, the brake-start-lifting voltage, applied immediately when the runstarts, the brake-lifting voltage (maintained for thebrake hold delay time) and the brake-lift time are thethree parameters which define brake operation at thestart of a trip. The voltage ramps up from the instanta-neous brake-start-lifting voltage to the brake-liftingvoltage over the brake-lift time, then holds there for thebrake-hold delay time before dropping to the brake-holding voltage. Stopping and relevelling parametersare also settable, and the limits of brake voltage andcurrent are to be specified on this screen.

Any numerical parameter is adjusted simply by pullinga “slider bar” on the screen with the computer mouse. Notyping is required, and a nearby label shows the corre-sponding value as the slider is moved. Any revised parameters,not yet sent to the controller, are highlighted in purple foreasy reference. Revised parameters can be sent to thecontroller with the click of a button.

While the car control is using the parameters, some ofwhich might have been altered, a copy of the previous param-eters is kept in the controller’s Flash EEPROM memory andcan be restored (copied back to the controller RAM) by theclick of a button. Also, this restoration process happens au-tomatically if the Swift-Wizard cable is disconnected fromthe controller Human Interface port so modified parameterswill not be used in subsequent operation unless they arespecifically copied to the Flash EEPROM memory.

The seven-parameter screens each have four clickablebuttons with identical purposes on each screen – Send,Write, Cancel and Close. Clicking the Send button will imme-diately cause any changed parameters on this screen, andthis screen only, to be sent to the controller RAM wherethey will then be used for elevator operation. However,this will not affect the previous set of parameters in thecontroller which are stored in its Flash EEPROM memory.This permits the effects of adjustment to be studied whilehaving the ability to instantly restore previous param-eters. For example, if the mechanic is called away duringthe work and wishes to restore the car to automatic opera-tion without the new settings, it will be noticed that thepurple highlight disappears from any changed param-eters on this screen, because these all now match thecontroller RAM. This is not simply assumed; all parametersare actually read back from the controller at this point toassure communication integrity.

Clicking the Write button will copy all adjustable parametersfrom the controller RAM to the controller Flash EEPROM,

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making them “permanent” in the sense that they are nowthe only set of parameters in the controller (of course, theycan be changed again at any time). The mechanic wouldperform this step after being satisfied with the effect ofany changes.

Clicking the Undo button will allow a choice betweentwo quite different ways of cancelling recent changes.Any changes on this screen only can instantly be can-celled by making all its parameters the same as thosein the controller RAM from a separate copy kept inSwift-Wizard, or all parameters both in controller RAMand on all Swift-Wizard screens can be restored fromcontroller Flash EEPROM.

Clicking the Close button will make this screen disappearand the Car Main screen will reappear, allowing anotherchoice. Any parameters which have been changed on thisscreen but not sent to the controller will remain and appear(highlighted) if this screen is viewed again, allowing themechanic to browse between sets of parameters and theDiagnostic screen without losing work in progress.

There are many parameters that are either set or resetand have no numerical value. These are shown as check-boxes on the screen that are simply clicked to alter them,such as whether a buzzer will sound during VIP service,set on the Services screen. These are termed Control StatusWord (CSW) flags. As with the numerical parameters, anyCSW flag on the screen that differs from the controllerRAM setting will be highlighted in purple.

About 100 adjustable numerical parameters and about80 settable flags are shown on the seven-parameterscreens. In order to fit these in the space, in some cases,they have been grouped by function, and tabs or buttonsare provided for selection. For example, on the Limitsscreen, the Up Slowdown Limit (USL) settings can beviewed and altered if appropriate. An adjustable slider isshown for each USL on the job, showing its position in DPPs

(d-inch units with the lower terminal always consideredto be at 1,000 DPPs as a reference). If the Down Slow-down Limit (DSL) button is clicked, the USL settings dis-appear, and the DSL position References appear in theirplace. Similarly, on the Services screen, buttons are clickedto choose between viewing the VIP/RECALL, INDEP/EPor FIRE groups of CSW flags.

When any of the seven-parameter screens is closed(hidden to be replaced by another screen), any parametersthat have been changed on that screen are drawn to theattention of the adjuster with a message, and an option isgiven to transmit them to the controller. If this is not chosen,the changes have no effect on operation but do remainon this screen, highlighted, and will be seen if the screenis viewed again. This can be useful because some of thescreens have “folder tabs” to allow several groups ofparameters to be shown in the same space, so an alteredparameter might currently be hidden while another folderis being used.

Each parameter is identified by a three-character codeas they are within the controller. These are similar to themethod of designating relays on the old wired controllers.Also, as the computer mouse is moved across the mnemonicor value for a parameter, a description of it is shown in apanel near the bottom of the screen.

On the Motion screen, buttons are used to choose betweenviewing the speed-control parameters such as accelera-tion, viewing a group of parameters, such as InspectionSpeed and maximum Gate Lock velocity, and viewing thepre-conditioning parameters if pre-conditioning is speci-fied. On some controllers, a group of MMS-reduced speedparameters is also available and may be selected and setfor reduced car speed, acceleration and deceleration.

Similarly, the Load Weighing, Services, General, DoorTiming and Limits screens facilitate adjustment of theirparameter groups.

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About half of the adjustable parameters within the con-troller (those most commonly used) have been selected forviewing on the Wizard graphical screens. The others canbe seen and changed in a basic text screen, the Terminal,that is part of the Wizard and is invoked from the Car Mainscreen with the click of a button. This accepts commandscompatible with earlier versions of the CEC adjustmentinterface software, such as the use of the three-charactermnemonic codes to reference parameters.

From the Motion screen, the car can be run single ormultiple floors to allow examination, for example, ofthe effect of changes to the brake or speed-control pa-rameters. The Motion screen includes a continuousreal-time display of the car speed, its reference speedand its position in DPPs to aid in this examination.Also, the speeds on entering the three levelling zonesand the speed at the instant that the Gate Lock opensare shown at the end of each trip.

The Drive screen presents a picture of the PCDU unitfor communicating with a Magnetek DSD412 drive and isavailable when the car configuration indicates this drive.The screen buttons provide not only the appearance butalso the functionality of a PCDU unit and can be clickedto examine and change drive parameters as described inthe Magnetek Technical Manual. Also seen are the carspeed, reference speed and position as described abovefor the Motion screen, and the car can be run single ormultiple floors from this screen.

The Parameters screen facilitates storing allconfiguration and parameter data in a disk file,viewing these files and loading parameters.By clicking the Save button on this screen, allconfiguration data and parameters of the con-troller are stored in a selected file (a recom-mended file-naming scheme is suggested asdefault). Aside from being able to keep a per-manent, viewable record of the parameters atany time, there are two other purposes forthese files. It is possible to load such a file ofparameters into Swift-Wizard when con-nected to any controller (a warning will begiven if such basic configuration as controllertype or car speed are not the same) by click-ing the Load button on this screen. This is thesame as entering all parameters manually andthe seven screens described earlier will showthese values from the file, any that vary fromthe controller RAM setting being highlightedin purple. They can all be transmitted to controller RAMby clicking the Send button on this screen or transmittedselectively from the individual screens such as Limits orDoor Timing. A configuration and parameter file is required

for playing back a diagnostic recording of operation,which can be done on any computer with no connectionto the controller required once stored on disk from theDiagnostic screen.

The Group screen, available from the Main or Diag-nostic screens, shows a pictorial of group operation withthe car symbols moving up and down the screen, car callsand hall calls with waiting times and ETAs shown. Hallcalls can be placed on this screen by clicking in the hallcall column at the appropriate floor.

The Diagnostic screen is a vital element of Swift-Wizard.It shows either the current operation of any selected caror some previous operation which might have beenstored within the controller, called Diagnostic Frame

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Capture. This stored operation is a window of about 30seconds, enough to troubleshoot problems, at a resolutionof 1/16th second. Whether current or playback of cap-tured data, all inputs (such as from switches and vanes)and outputs (such as commands to apply door open orclose power) can be seen, plus the car speed, referencespeed and position as described above for the Motionscreen. There is space on the screen for much more than100 signals. Often, there is more than this on a job, soother boards (blocks of 24 or eight signals for Futura orMeridia controllers) can simply be selected for display inplace of any block already showing.

The frame capture can be performed instantly byclicking a button, obtaining the prior 30 seconds, or atrigger can be set by selecting the Setup screen. A listof fault codes is given, and one of these can be selectedas the trigger. Alternatively, some number of DPPs errorscan be specified between the expected and actual posi-tion when encountering a slowdown point. When thefault occurs or the position error limit is exceeded, theapproximate prior 30 seconds of status for a “couple ofhundred” controller signals, speed and DPP position arerecorded in the controller. The Swift-Wizard computercan be removed and reconnected at some later date,with the car being in normal operation during the in-terim. If the frame capture has triggered, the diagnosticdata is available, provided that the controller power hasnot been removed. Upon selecting the Diagnosticscreen, an indication is given that data is captured. The

view in the Diagnostic screen can be switched fromcurrent operation to playback of the captured data byclicking a button. The date and time are shown at thetop of this screen, and the title bar changes color fromblue to red when viewing playback so it is clearwhether current or stored information is being viewed.

The captured data can be stored in a “Frame” file oncomputer disk. When this is selected, Swift-Wizard firststores a configuration and parameter file then the frame file.This pair of files, several of which will fit on a diskette,can be taken to the office, sent to CEC, transmitted by e-mail,etc. and Swift-Wizard running in its off-line mode, withno controller connection required, can be used by themaintenance company or by CEC Technical Support totroubleshoot problems. In this off-line mode, only theDiagnostic screen is available and shows precisely whatwould be shown if it were being viewed at the time ofoccurrence, with the vital difference that buttons are pro-vided to freeze-frame, run or step forward or backward inincrements of 1/16ths of a second or faster if preferred,for as long as required.

Being software-based, tools such as this are readilyextensible at relatively low cost. With the Swift-Wizardcombination of screens for reviewing and adjusting param-eters and for examining the results of adjustment, the ele-ments of the procedure are greatly simplified, allowingfull emphasis to be placed on the study of the car andgroup operation.

Barry Finch, over his 25 year career, has developed re-mote monitoring systems, including one for 273 escalatorsas well as portable monitoringequipment for elevator controllers,in-car vibration, noise and accel-eration and three-phase supplymonitoring software customized totrack phase consistency, frequencyand waveform as well as voltagesags, surges and blips. He is anavid cyclist, and his current projectat CEC is to develop the next gen-eration of remote elevator moni-toring for the Futura and Meridia controllers.Rob Isabelle is a mechanical engineer who startedhis career in 1984 with Otis. After 13 years with KJAConsultants, a leading elevator consulting firm in Canada,he joined ThyssenKrupp. Afterholding senior management posi-tions in Montreal and Vancouverwith ThyssenKrupp, he was pro-moted to president of CEC in 2000.In his current role, he oversees themanufacturing, sales and researchand development of CEC controllerproducts. Isabelle is also an avidathlete qualifying for the HawaiiIronman Triathlon in 2000.

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Motion Control En-gineering, Inc. (MCE)’sIMC Performa tractionelevator control sys-tem offers top perfor-mance with simplifiedadjustment proceduresfor premium DC proj-ects. The system wasdesigned to take 12-pulse technology to anew level. This arti-cle summarizes basicinstallation procedures,covers simplified ad-justment proceduresand offers helpful tips.Troubleshooting solu-tions are also dis-

cussed. Of course, this article is an overview and notintended to be a substitute for the manufacturer’s instal-lation and adjustment manual.Performa System Characteristics

Sophisticated IMC Performa software simplifies systemsetup and operation. A split parameter adjustment screenprovides a full explanation of the effect of adjustmentson controller operation, default values and the allowableadjustment range for the active (highlighted) parameter.Parameter-specific warnings and tips are also displayed.(See Figure 1).

Automatic calibration of brake, motor field and speed loopgains, which the system performs, are intended to save hoursof field adjustment time. Performa microprocessors work intandem with high-resolution digital components, using soft-ware optimizations to provide tight tracking and improvedposition and leveling accuracy. Performa is capable of handlingcar speeds up to 1,800fpm and serving up to 64 landings witha 12-car group. It is interfaced with MCE’s 12-pulse fully regen-erative drive and a digital quad closed-loop motor control.Quality Starts with the Job Survey

I cannot stress enough the importance of the jobsitesurvey. The incoming line voltage, motor field and brakevoltage and resistance determine the transformer sizing sothat data must be accurate. Many common problems are theresult of failing to run tach or encoder wiring in a separateconduit. Verify that this has been done correctly. MCE recom-mends use of a shaft-mounted encoder for gearless machines.During construction or modernization, if the tach or encoder isnot yet mounted, the internal speed feedback signalparameter can be selected in order to run a car on inspection.Verify Key Values

On startup, verify that the brake and motor field resis-tance values are within 15% of those shown on the jobprints. Also measure voltage at the line side of the dis-connect switch to be sure it is within 5% of the data platevalues on the drive isolation transformer. Startup Basics

Turn on the main disconnect and make sure the voltages onX1-X2-X3 and Y1-Y2-Y3 on the System 12 SCR drive are cor-rect according to the SCR drive page on the job prints. Theyshould be within -5% to +8% of the required value. If the readylight does not turn on, check diagnostic indicators on the driveand follow the instruction in the adjustment manual. The mostcommon problem is drive isolation transformer phasing. (See Figure 2).

Once the ready light comes on, preset all motor field andbrake parameters. Then preset drive parameters whereDAV= rated SCR drive armature voltage and DAI= rated

IMC PERFORMA INSTALLATION BASICS

by Thomas A. Vicidomine, Regional Field Instructor, MCE

Figure 1 – Pattern (Shift F4) Advanced View Screen

Figure 2 – System 12 SCR Drive Diagnostic Indicators

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SCR drive armature current. Details are found on the SCRdrive page of the prints. Turn on the profile auto fit parameteron the pattern screen. This will automatically generate patternparameters. Later, you can enter your own pattern values.(See Figure 3).

Set the speed feedback signal – tach, encoder or internal– and verify the offset adjustments by turning on the OSOAparameter on the drive screen. After this procedure, thereshould be a value in CISO and CIIO. Calibrate the motorfield by turning on the OMFC parameter on the motorfield screen and follow the instructions displayed on theCRT. It is not necessary to perform the auto brake cali-bration at this time. Enter voltage settings for the brakeyou are using.

Preset pattern scaling (PG) to 0.00:GP – Proportional error to 2.0GI – Integral error to 2.0SAVL – Armature Voltage Limit to 100%SAIL – Armature Current Limit to 160%VINH – Inspection Velocity High to 50fpm

Proceed through the steps described in the adjustmentmanual in order to run the car. Once the car is running,you can perform brake auto calibration and set speedloop gains. If the landing system is already installed, thespeed will be displayed on the F3 screen or the MBXboard on the SMB-3 drive (so a handheld tach will not beneeded to verify car speed).

Before attempting to run the car on automatic operation,the system must learn the building floor heights. Verifythat the Position Encoder Resolution (RPE) parameter isset (for LS-Quick-1 landing system, the value should be 100PPR; for the LS-Quad-2, it should be 0). Check the quadpulse sequence. The absolute value on the F3 screen shouldincrease while the car is moving up and decrease whilethe car is moving down. If the signals are reversed, theQuad Feedback Reversed (QPR) flag will be highlighted.

When viewing the Performa F3 screen, you will not seefloor height values updating on the screen or the car displaymoving up the hoistway. However, you will see countingincrements displayed on the floor-height parameterscreen. Initiate a one-floor run and check all the absolutefloor codes against the floor code chart found in theadjustment manual.

Car Will Not Run: Common SolutionsIf the car will not run, some common problems include:

u The INTB jumper on the RIX board was left in the onposition.u The DOI input is on, which could be caused by thephoto eye input or the safety edge input on.

Figure 6 – LS-QUIK-1

Car Top Box Detail

Figure 3 – Velocity Profile Phases and Parameters

Figure 4 – View Hoistway (F3) Screen

Figure 5 – LS-QUAD-2 Car Top Box Detail

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u The ready flag (RDY) on the F3 screen must be high-lighted. If not, check the related signals that are listed inthe installation and adjustment manual. u The RD flag must be highlighted. If not, verify the floorencoding and check the landing system. u The LU and LD sensors may be out of adjustment. Fig-ure 5 shows the landing systems in detail.u If you are looking at the F3 screen in the control sec-tion, and the flags are highlighted, the signals are on. Ifthe Safety Process Ready (SPR) flag is not on, the shaftlimits must be learned. Start by turning on the LRNswitch (located on the DCP board). Note that, if the learnswitch is left on for more than 10 minutes, the car willnot run, and SLS and NLS flags will be highlighted in thefault section of the F3 screen. Simply turn the switch offthen on to reset. (See Figures 4, 5, and 6).Move to Contract Speed in Steps

Before attempting a run at contract speed, decrease PGto .5, which represents 50% of contract speed. Increase in10% increments while monitoring motor field, armaturevoltage and motor current. The procedure to reach contractspeed is explained in detail in the adjustment manual.MCE recommends the use of a storage oscilloscope inorder to adjust the profile for proper tracking. If youexperience spotting problems, but are satisfied with theGP and GI settings, increasing Error Compensation (GEC)parameter values usually resolves difficulties. ArmatureVoltage Dampening Speed Loop (GVDS) values can alsobe increased, but this parameter is very sensitive so makeadjustments in small increments only. Safety Calibrations

When the car is tuned up, perform safety calibrationsas described in the adjustment manual. The Tach FailureCalibration (TF) is auto calibrated by turning on SyntheticTach Auto Calibration (OISA). Note that, whenever patternparameters are modified, terminal limit switches must bere-learned. If you need a little more headroom when aswitch opens, Performa provides a helpful limit positionmargin setting. Velocity and Inspection Profiles

Performa provides six programmable velocity profilesand three inspection profiles.Programmable Velocity Profiles and Their Use1. Standard (STD) – Used on normal operating procedure.2. Earthquake (EQ) – When the earthquake (EQI) input isactivated. 3. Reduced Power (PWR) – When the emergency powerinput (EPI) is activated.4. Caution (CTN) – When the voltage provided to the 12-SCR-drive system by the drive isolation transformer isinsufficient (between 80% to 95% of the rated value).

Figure 7 – IMC Performa Normal Operation Flowchart

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puter technology. However, the best equipment is ulti-mately only as good as the manufacturer’s commitmentto customer support. MCE offers regularly scheduled FactoryTechnical Training Classes on all control products andperipherals. Customer jobsite training sessions are alsoavailable. Many additional resources, including telephonehotline support for installation and troubleshooting, arereadily accessible. For more information on TechnicalTraining or Technical Support, contact MCE at phone: 1-800-444-7442 or e-mail: [email protected].

Thomas “Tommy V” Vicidomine is one of the acknowledged“top” adjusters in New York. He has accumulated over 30 years ofelevator installation, adjustment and service experience. He has

adjusted all types of AC and DC drive systems,including hundreds of IMC and other closed loop/distance feedback controls. Vicidomine started asan apprentice at Knudson Elevator in LongIsland City. He then held positions as servicemechanic, service supervisor and field adjuster.He later joined Nouveau Elevator/Nustar ElevatorConstruction in Brooklyn, serving as field adjusteron new installations and as director of Engi-neering during 10 years of service. Vicidomine

provides technical support throughout the Northeast as a regionalfield instructor based in MCE’s Manhattan field office.

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5. Alternate One (ALT1) – When the alternate speed pro-file one input (ASP1) is activated. 6. Alternate Two (ALT2) – When the alternate speed pro-file two input (ASP2) is activated.Inspection Profiles and Their Use1. VINL – Inspection Velocity/Low – When the INSL inputis active (High), VINL determines the inspection speed.When INSL is inactive (Low) the inspection speed is deter-mined by ORI or VINH. 2. VIHN – Inspection Velocity/High – If INSL is inactiveand ORI is inactive, VINH is used. 3. ORI – Reduced Inspection – When ORI is set to inactive,the status of the INSL input determines which inspectionvelocity parameter is used. If INSL is active (High), thenVINL determines the inspection speed. If INSL is inactive(Low), then VINH determines the inspection speed.

ORI can be set to a value other than inactive as follows:u NTS1 = UNTS1/DNTS1 switches u NTS2 = UNTS2/DNTS2 switches u NTS3 = UNTS3/DNTS3 switchesu NTS4 = UNTS4/DNTS4 switches u NTS5 = UNTS5/DNTS5 switchesu ETS = UETS/DETS switches

For example, when NTS1 is selected, once the carreaches the terminal landing and opens either UNTS1 orDNTS1, the inspection speed is reduced to the VINL velocity.This is very useful if you wish to run the car at a highinspection speed.Troubleshooting Simplified

Like most high-quality equipment available to the elevatorindustry, Performa is designed for a service life of reliableperformance. However, when troubleshooting is required,special features make the process easier.

A calendar of special events is maintained, documentingand archiving information on up to 250 faults or events.The calendar stores the date and time of the event, thestatus of the elevator at the time of the event and the timeat which the fault was corrected. For challenging or inter-mittent problems, calendar operation can be set to captureevents by type, narrowing the troubleshooter’s focus byeither including – or excluding – specific events from the log.

A data trap is also available, allowing the user to reviewcontroller status during the six-second period immediatelyprior to the occurrence of an event. This feature is capableof recording the status of over 350 controller parameters.

The flowchart in Figure 7 provides a comprehensive over-view of Performa sequence of operation. ELEVATOR WORLDreaders should find it a valuable troubleshooting aid.Conclusion

IMC Performa equipment exemplifies the ease of setup andsimplified adjustment now possible using advanced com-

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